Explosive-engine.



I. G. NEUBER.

EXPLOSIVE ENGINE.

APPLICATION FILED SEPT. 23, 1907.

929,622. Patented July 27, 1909. I

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ATTORNEYS.

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I. G. NEUBER.

EXPLOSIVE ENGINE. APPLICATION FILED SEPT. 23, 1907.

Patented July 27, 1909.

2 8HEETB-SHEET 2.

WITNESSES QM 49W Wait/m AT TDRNEYS.

mm E Z EN G A m case and compression chamber.

'drawal of the piston therefrom.

1SAAO G. NEUBER, OF DETROIT-MICHIGAN.

EXPLOSIVE-ENGINE.

Specification of Letters Patent.

Patented July 27, 1909.

Application filed September 23, 1907. Serial No. 394,099;

To all whom it may concern:

Be it known that 1, Isaac G. NEUBER, a

subject of the King of. England, residing at Detroit, in the county of Wayne and State of Michigan, have invented certain new and useful Improvements in Explosive-Engines, of which the following is a specification, reference being had therein to theaccompanying drawings.

In two-cycle rear compression explosive engines wherein the inlet ports are controlled by the piston, the-efficiency of the engine depends to a large extent upon the rapid'it with which the ports are" opened and closer and upon the thoroughness of the scavenging of the cylinder by the incoming charge.

This invention relates to a two-cycle, rear compression motor and especially to certain improvements in, the distribution and proportion of the ports and in the design of the piston adapted to increase the rapidity of the intake of the charge and the even distribution thereof through the cylinder and in the exhaust port control whereby it may be accurately adjusted to best advantage.

The invention consists in the matters hereinafter -set forth, and more particularly pointed out in the a pended claims.

Referring to the rawings, Figure 1 is a view in, longitudinal'section of a preferred form of an engine embodying features of the invention. Fig. 2 is a similar view of a modified form of the device. Q

In the drawings 1 represents an engine cylinder, with water jacket or other preferred cooling device, extended at its lower end to rest on a base 2 with which. itforms a crank The upper ortion of the cylinder is contracted and its ower portion is counterbored, and a piston 3 with a flange 4 engaging the counterbore and projecting conical head 5 corresponding in general contour to the contracted portion of the cylinder is reciprocable therein, being connected by a conventional piston rod 6 and cranks. 7 to a main shaft 8. Sets ofpacking rings 9 and 10 are provided at each end of the piston.

A supply port 11 is so situated in the cylinder Wall as to be uncovered by the piston when the latter is approaching the upper end of it, and when a partial vacuum exists in the compression chamber owing to the with- .A by-pass 12 in the cylinder wall connects the compression chamber with a substantially annu- -wardly acting closure 19 is rociprocable.

lar inlet port 13 or.a series of'ports, bridges 14 connecting the margins at regular mtervals to ermit the piston rings to pass readily. In t e preferred form of construction, a cylinder head 15 secured b suitable means on the cylinder has a contra apertured valve .seat 16, and an elongated boss '17 alined therewith in which the stem 18 of an up; spiral spring 20 encirclin the stem in compression between the cy inder head and a cap or stop 21 on the stem holds the closure normally on the seat. A cam shaft 22 preferably journaled at the side of the cylinder casing in a suitable housing 23 and operated in timed relation to the main shaft by any conventional gearing periodically depresses the. closure 19 in roperrelation to t 1e piston stroke throng a cam 24 secured on the shaft, a vertically reciprocable cam rod 25 whose lower forked end 26 slides in a guide cap 27 suitably secured in the housing and end of the beam bearing against the upper end of the valve stem 18 or the stop 21. A spark plug 32 is secured in the cylinder Wall below the exhaust valve.

One advantage gained is the greater piston displacement and consequent increase in vacuum and com ression in the compression chamber obtaine by the enlargement of the piston without increasing the stroke. Another advantage howevcr is the great area obtained by the annular inlet port which may be very narrow, so that it is very rapidly uncovered and closed by the piston. A further advantage is gained by the conical form of the piston head and contracted upper port of the cylinder. The former deflects the gas incoming from the annular port centrally upward, complet ly ousting the exhausted product of the previous charge and driving it readily through the contracted part and well past the spark plug. As the piston follows up, the conoidal head ell'ects rapid compression towardtho cud of the stroke, and ignition takes place without fail, as the spark terminals are always in unvitiated gas.

In the modification shown in Fig. 2 the head of the cylinder, preferably integrally formed thereon, is provided with a lateral hollow extension 33, in which there is a conical apertured valve seat 34 in vertical alinement. with the cam shaft 22. A vertically lifting closure 41 thereon has a depending stem 35 which passes through an apertu'red guidclugorboss 36 and is connected to a forked cam-rod 37 sliding in a guide cap. 38 over the cam shaft, and having a roll 39 riding' on the. cam 24. A circular plug 40 contracted portion of shaft and cam shaft operated by the piston,

enlarged lower portion and an upper portion with convergent wal s, 1

screw-threaded into an aperture in the ex tension in axial alinement over the closure permits its inspection and repair. Other a crank case forming with the counter-bored portion of the cylinder a compression chaIn-V ber connected with the annular port by an annular by-pass, a piston controlling said ports having a flanged lower end filling the cylinder counterbore, a body corresponding to the central portion of the cylinder anda headhaving a projecting middle portion corresponding sult stantiallyl in contour to the t e cylinder, amain :1 lug on the cylinder head, a lever fulcrumed thereon, an exhaust port valve in the cylinder beyond the contracted portion operated by said lever, a cam rod oscillating the'lever re-.

ciprocated bysaid cam shaft.

2. In a two-cycle, rear compression engine, a c linder having a central portion provided Wit an annular inlet port, a counterbored enlarged. lower portion having a supply port and an upper portion with convergent walls, a crank'caseiorming with the counter-bored portion of the cylinder a compression chamber connected with the annular port by a by-pass, a piston controlling said ports having a flanged lower end filling the cylinder counterbore, a body corresponding to the central portion of the cylinder and a head having a projecting Vmiddle portion corresponding in general contour to the contracted upper portion of the cylinder, a main shaft andcam shaft operated by the piston, a housing for the cam shaft on the cylinder casing, a cam on the shaft cam rod havin a forked squared lower end reciprocable longitudinally in a guide cap secured in the housing above the cam, and a cam roll journaled therein riding on the earn, a cylinder head having an aperturcd valve seat on its inner face and an exhaust duct leading therefrom, a boss on the head having a guide aperture axially alinedwith the seat, an inwardly opening closure for the seat having a stem extending through" and reciprocable in the boss, an outerilug on the head, a 'avalking beam pivoted to the lug and articulated at oneend to the upper end of the cam rod, a friction roll journaled on the other end of the walking beam bearing against the end of the closure stem, a stop on the outer end of the stem and a spring encircling the stern in compression between the stop and cylinder head.

In testimonywhereof I aflix my signature in presence of two witnesses.

' V ISAAC G. NEUBER.

Witnesses:

C. R. ST GKNEY,

O'r'ro F. BARTHEL, 

